Push-button-controlled plunger-elevator system.



F. G. PURLOW. PUSH BUTTON CONTROLLED PLUNGER ELEVATOR SYSTEM.

3 SHEETS-SHEET 1.

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4 W1 A i a 71am L 0 5/50 by Mt) F. 0. FURLOW. PUSH BUTTON CONTROLLED PLUNGER ELEVATOR SYSTEM.

3 SHEETS-SHEET 2.

Patented. Dec. 29, 1908.

KM- A -Atty F. C. PURLOW.

PUSH BUTTON CONTROLLED PLUNGER ELEVATOR SYSTEM.

APPLIGATION FILED APR. 25, 1906.

907,985, Patented Dec. 29. 1908.

3 $HEETS-SHEBT 3.

Att 1: V ,L nvent or:

(2 545 v Atty UNITED STATES PATENT oFFIoE.

FLOYD o. FURLOW, OF MONTCLAIR, NEW JERSEY, ASSIGNOR To. orrs ELEVATOR COMPANY, Y 0F JERSEY CITY, NEW JERSEY, A CORPORATION 0F NEW JERSEY.

BUSH-VBUTTON-GONTROLLED PLtmcEn-ELEvAronsYsTEM.

Specification of Letters Patent.

- Application filed April 25, 1906. Serial No. 313,540.

Patented Dec. so, 1908.

To all whom it may concern:

Be it known that I, FLOYD O. FURLow, a citizen of the United States, residing at Montclair, in the county of Essex and State of New Jersey, have invented a new and useful Improvement in PusheButton-Cont'rolled Plunger-Elevator Systems, of which the following is a specification.

My invention relates to hydraulic. elevar tors, and one ofits objects is' the provision of an improved automatic push-button electric.

system of;control for hydraulic elevators.

IA further object of the present invention is the provision of brake apparatus associated directly with aplunger and operated by a hydraulic motor independently of the controlling valve a I paratus;

More particular y it is one of the objects of this invention to provide in combination with a push-button controlled plunger elevator system, brake apparatus associated directly with the plunger and operated by a hydraulic motor independently of the operation of the change-valve apparatus.

Other objects of the invention will appear hereinafter, the novel combinations of elements being pointed out in the claims.

1 Inthe accompanying drawings, Figure 1 represents more or less diagrammatically a plunger elevator systemand brake apparatus for the plunger; Fig. 2 is an elevational view ofone of the floor relays; Fig. 3 represents a sectional view of an intermediate. limit switch; Fig. 4 represents a plan view of Fig. 3 with a portion broken away to show the operation of the electric switch; Fig. 5 represents an elevational view, partly in section,

. of the electro magnetic valve controlling apparatu's; Fig. '6 shows valve mechanism for the brake; and Figs. 71 and 8 are detail views of the brake apparatus. '1 w Referring to Fig. 1, C designates an" 'elevator car which is attached to and supported by the plunger P, the latter being adapted to move up and down in the cylinder 1 in the well known manner; To the top of the car 0 is secured the counterweight rope 2, which passes upwardly/over the sheave S to the counterweight Win the usual manner.

V designates an automatic stoovalve which is automatically operated atthe upper and lower limits of travel of the car by the latter striking againstthe stop but tons or balls B, and moving the rope R in one direction or the other; The rope R i control I 'the movement of the car in the hatchway,-

passed one or more times around the sheave 4, so that when said rope is moved, the sheave 4 will be turned to operate said gear mechanism connected to the pinion 7, which in turn actuates the rack 8 to move the valve .The apparatus thusfar referred to is of well known construction and is 'here set forth merely by way of illustration, and any other mechanism than that illustrated may be used if desired. That is, I do not desire to be limited to any particular type-of hydraulic elevator as my invention is adapted to any hydraulic elevators in which motor fluid in the form of liquid or gas must be controlled.

9 and 10 designate respectively, the suppl controlling valve and the exhaust contro ling valve, the operation of each of which is controlled by the electro-magnetic. valve a paratus 11 shown in enlarged view in Fig. 5. The valves 9 and 10 90m rise difierential pistons and are'normally old by pressure from constant supply pipes 56 and 56 in the'po'sitions shown in Fig. 1.

In addition'to these valves there is also the automatic stop valve V which is connected to the cylinder head H by means of the pipe 3. The valves 9 and 10 are conthe sto valve V. The function oi" the stop valve is to automatically shut off the flow of'water to'and from the. cylinder 1 when the car ap roaches either terminal, I and it is lied directly and automatically by thus making a positive stop incase of do, rangement of the electrical apparatus.

The main controlling valves 9' and 10 are both normally closed thus cutting off the ingress of water to,'or the egressof water from,the.elev-ator cylinder 1. .When either of the-fields-of the solenoids controlling; the auxiliary or pilot valves 51 or 51' are exalted, the core of the solenoid is lifted wlththe re suit that the two-way valve Q; or-1-.0-eonnected thereto, is opened to the -pe. of water. to or from hecyhnder, depending nected to the upper-and lower portions. of

6.0 68 in the proper direction to effect a cutting I arm 101, which is mounted on a upon whether the car is to .go-up or to go down. The operating valve remains open and the car continues in motion until the circuit carrying the current to the solenoids is broken by means of one of the floor switches 13, 14, or 15. These switches are used for shifting the current to either the up or down pilot valve, and also for breaking the circuit controlling the electrical apparatus used in connection with the floor always in engagement with the sprin clips 105v as more 0 early shown in Fig. 4. referably some arrangement is made for holding one of the blades in circuit-closing position, as,for exam le, a spring 118, mounted on a rod 119, w ich is pivoted at 120 to a spring-operated slide 121. Any other suitable devlce may be used, however, "for holding the blade 103 or-10 1 in its circuit-closing position.

As will be seen in Fig. 4, the arms 105 are spring pressed and mounted so as to be circuit.

insulated from each other, and have con-' nected to their inner ends the wires 112 and 113, or the wires 122 and 123, as shown in Fig. 3. Secured to the car C is cam 16 which carries a laterally projecting pin 100. This pin is adapted to engage the fork or butterfly 101 of the intermediate switch,

as that designated 14, and thus reverse the contact blades. This pin 100'may also be depended upon for operating the to and bottom floor switches 13 and 15, but lmay operate the latter by means of the cam 16 striking against an arm carrying a roller at its outer end and being fixed to the shaft which carries the switch blade at its other end. When the switches 13 and 15 are thus operated, their knives are pulled out of contact with the clips thereby breaking the When this occurs the coreoi' the solenoid and stem of the auxiliary valve return to their normal position by gravity, causing the two-way valve to immediately close and effect a stoppingof the car.

The current used for controlling the electromagnetic apparatus maybe taken from the electric light wires in a building with resistance, as for example, a suitable number of lamps inserted to reduce the otential. Obviously, any other source oi electric current may be used if desired, as for example, electric, batteries, or a dynamo, or an alternating current. generator.

Referrin now to the wiring for controlling the p ot valve mechanism 11 and the trip switches 12, it will be explained how the ush buttons when operated, are automatically thrown out or short circuited as senses soon as one of the trip switches 12 has been actuated. It will then be seen that as soon as a push button at a landing, or one of the push bottons in the car, has been operated,

the operator is given exclusive control of the car, and it will go to the landing to which it has been sent or called unless the safety switch 24 in the car is operated, in which case the car would be immediately stopped.

It should be noted that an up or call push button is provided at each floor, and that in addition thereto, there is also a down or return button at each floor. These sets ofush buttons are designated 17,18, and 19 in Fig. 1; The. up or call button brings the car to the floor where operated, while the down or return button, which is wired in parallel with the basement call button 19, enables a person, after using the elevator, to return it to the first floor if desired. The car is also provided with a set of push buttons numbered to correspond with the several floors, each button bein wired in parallel with the corresponding 001 call button. 'On each door leading into the elevator shaft is a door switch as indicated at 20, 21., and 22. These switches are all in the same circuit, and in this circuit, which also passes .switch 24, which enables. the passenger to break the circuit at will, thus stopping the car at any desired position in theclevator well or hatchway, or at any time.

The operation of the constructionthus far described will be understood from the following explanation: Assuming that the car is at an intermediate floor, and thatthe push button 71 at the top floor be operated so as to close the circuit from the main through one blade of the main line switch 72 and thence by way of wire 73, door contacts 22, 21, and 20, wire, 74, safety switch 24 in the car, wire 75 to the trip switches 12. These trip' switches are in such a position normally, that the circuit will continue through the stationary contact strips 83 and con necting wires 84:, to the wire 85, and thence the circuit continues to wire 86, push button 71,- wire 87, wire 88, electro-magnet 89, wire 90, switch 13, which at this time is in a closed position, wire 91, solenoid 25, wire 92, and

finally through the other blade of the main line switch 72 to the main. It will be noticed that this circuit passes through both the lowermost electro-inagnet 39 and the electro-magnet 25. k

One of the trip switches 18 shown in elevation in Fig. 2, and comprises a support 77 on which are mounted the electro-magnet 89 and the table 78. The latter carries a bracket 95 on which is pivoted at 94' an armature 93, the outer end of which carries a piece of insulation 96. On the right-hand end of the table 78 as viewed in Fig. 2, is secured a block of insulation 80 which carries TVhen the electro-magnet 89 is energized and the armature 93 is actuated, the block of insulation 96 is moved upwardly and strikes against the inner end of the circuitclosing bar'76, and disengages the same from the contact 79. This operation, however, efiects the engagement of the bar 76 with the contact 97, but the contaet 83 is still in electrical connection with said bar 7 6. All of the push buttons 17, 18, and 19 at the 'land-' ings, and the push buttons 23 in the car will be short-circu'ited so that even if they were operated after the car has'been started in motion, they could have no eflect whatever until after the car had reached the-floor to which it has been sent or called and the relay shown in Fig: 2, automatically restored to its normal position, as shown in said figure.

The holding circuit of the electro-magnets 89.

and 25 excluding the push buttons, may be traced from the main to and through the wire 73, door contacts 22,21, and 20, wire 74, safety button 24 in the car, wire 75, contact 83, bar 76, contact 97, wire 98, wire 99, lowermost, magnet 89, wire 90, switch 13, Wire 91, magnet 25, and wire 92 to the mam.

'It will be noticed that a separate relay is used for eachfi-oor, that is, if there are three floors as shown, there should be three relays. A separate magnet is of course used for each switch, the coils of each of suchmagnets taking their current from the same trip switch that the magnet governs, and are connected with the floor button so that the circuit through any magnet may be closed by operating the corresponding floor push-button connected with the same. The current then passes on through the corresponding floor to one of the solenoids operating the auxiliary or pilot valves, and thence to the return wire as traced above.

Referring now to Fig; 5, it will be seen that when the core 37 of the magnet 25 is lifted, the pistons 38, 39, and 50 are lifted at the same time against the action of the spring 41 V which is plaeedbetween the lower end of the auxiliary pilot valve casing 51 and the adjusting nuts 42. The valve 39 may be adjusted upwardly or downwardly by means oi the nuts 43, and the core 37 may be moved upwardly or downwardly by loosening the nut 130 and turning the'stem 131 the required amount. The auxiliary valve casing 51 and 51 are exactly alike so thatthesec tion of only one of them is shown. A pivoted lever 33 whose ends pass throu h slots in the lowermost portions of the va ve stems 131 and 131 positively prevent both of the auxiliary'valves from beingo erated atthe same time. For instance, if 1t should ha penby reason of a derangement of the W11- ing, that both ofthe magnets 25 and 26 shouldbe operatedat the same time, both of thepilot valves would be open and the motor fluid would simply .pass from .the supply valve 9 tothe-exhaust valve'lO without doing any work and thus be a total loss. The locking lever 33 however, prevents both pilot valves from being operated at the same time, and therefore the carcan be operated upwardly or downwardly as desired and with certainty. Such inter-connecting means forpreventing the operation of both pilot valves at the same time may be varied as desired, the locking lever being here shown merely by way of illustration. So also drip cups 34 connected together by pipe 36 and to an exhaust pipe 36, may also be addedif desired, or-any changes in the details and.

arrangement of parts may be made. by those skilled in the art without departing from the principles of my-invention.

Assuming again that the electro-magnet 25 has been energized, and the core-37 together-with the parts connected thereto lift ed, the valve 39 will be moved'to'such fa'p'osition as to close connection between the pipe 31 and the exhaust port .28, and establish communication between the supply ort127.

through the pi e 29, chamber 49, an open ings 48. with t e pipe 31. The motor fluid can now pass through the pipe 31 to thechamber 54 and act on the piston 55 to move it downwardly against-the action of the mos tor fluid inthe chamber 57 connected with the constant pressure supply pipe 56. It will be noticed that the pistons 55 and 58 are of different dimensions, the latter being smaller, and both being secured to the valve stem 59 which carries at its lower portion the piston valve 60'. and the. piston 61'. The latter is adapted to move in the chamber 63 and'is retarded-in its upward direction b the check valve 62 so that the valve 60 wil close slowly but may be moved in the oppo site direction to open said valve quickly; This has the effect of letting the supply pressure from the pipe 52 into the plunger cylinder 1 quickly and thus obtaining a quick start of the elevator car.- In order however,

to prevent the car from stopping too suddenly, the valve 60 should be ,closed slowly and this'may' be accomplished by restricting the flow ofair into the chamber. 63 through the check valve 62; in-any well known ma nner. The eleetro magnet 25 having" been operated toallow the pressure supply thence through the pipe 64, port 65, cham-' wardly quickly and the main supply fluid flow from the pipe 52 past the valve 60, and

her 70, and connectingpipe 3, to the plunger cylinder 1, or to the piston cylinder in case a hydraulic elevator system is employed, in

which case the car-is suspended.

The valve 9 having been opened and the supply pressurecommunicated to the plunger P, the car will be moved upwardly until it arrives at its designated intermediate landing, when the pin 100 will operate the switch 14to effect a denergization of the magnet 25 and the consequent closure of the pilot valve 51. The supply pressure from the pipe 56 will now effect a return of the valve 60 to a closed position slowly and the fluid in the chamber 54 will be exhausted through pipe 31, openings 47, (in l ig. 5) chamber 45, openings 46, pipe 30, to the exhaust port 28, the piston 60 being retarded by an adjustable opening in the check valve 62, as heretofore explained.

If the car should go to its uppermost landing it would operate the switch 13 and thus stop the car in the same manner, and if the car should go beyond this point for any reason whatever, the stop. ball B would be struck and the drum or sheave 4 turned by means of the rope R to move the valve 68 upwardly and close communication between the valve 9 and the pipe 3. It will be noticed that the stop valve V comprises balanced pistons 6'7, 68, and 69, 'so that the fluid pressure acting thereon will have no tendency to move the same. Inasmuch as the communication between the supply pipe 52 and pipe 3, to the cylinder 1 is thus, closed by the stop valve, and the valve 10 is closed, the elevator car will come to a positive stop atits upp'ermost limit of travel. The path of the cur rent for the floor switch 13, 14, or 15, 'to'the up or down auxiliary pilotyalve magnets 25 or 26; depends entirely upon which line the contact blades of the intermediate floor switch-are connected with, this in turn de pending upon the location of the car. Thus, when the car passes the intermediate floor switch on its upward movement, it sets it to next direct the current to the exhaust or down 'valve magnet, and when it passes a floor switch on its downward movement, it sets it to next direct the current to the supply or up valve magnet.- At any intermediate position both circuits are broken, so that at each passage of the car the floor switch is thrown out before being reversed. When the floor switch through which the current is flowing is thus thrown out, the current is cut off from the controllingmagnet 89, and from the auxiliary pilot valve magnet 25 0r.26. thus causing the main valve 9 to close and to call the car to the floor below.

senses stop the car. The return movement of the armature of the controlling magnet 89, when the current is cut off, allowsthe trip switch in the magnet box toreturn to its normal position again connecting up the series of auto: matic switches ready for the next movement.

It should be noted thatafter the operator at a landing or in acar, has once pushed-a button, it is unnecessary to hold said button in circuit closing position, for as soon as the magnet controlling the trip switch has been operated, the push button circuit is entirely thrown out of operation, that is, it is short circuited as hereinbefore explained. It will also be seen that since the push button circuit is made inoperative after the car has once been set in motion, it is impossible for any one elseto get control of the 'car until it has reached the desired floor and come to a full stop. If two buttons are pushed at prace tically the same time, the car will respond to a the first call, although the two calls may be ing to the elevator well are in a closed position and'the door contact switches 20, 21, and 22, are also closed. In connection with this system, any approved door lock which securely locks the door until the car is level with the floor landing may be used if desired..

Assuming that the car is at its uppermost landing, and the floor switch 14 is in the position shown in Fig. 3, so as to electrically connect the wires 112 and 113, letit be desired In this case'the push button 116 is o erated, whereupon -a circuit will be estab ished from the' main to and through the wire 73, door contacts 22, 21, and 20, wire 74, safety switch 24 in the car, wire 7 5, contacts 83 and connectingwires 84, wire 85, wire 86, push button 116 which has been operated, wire 137, wire 117, magnet 89, (second in the series), wire 114, wire 113, switch blade 104 and spring pressed contacts 105, wire112, wire 115, down magnet 26, and wire 92 to the main. Pilot valve 51 will thereupon be operated and the .middle trip switch op- .erated to short circuit the push buttons 'at the landings and the push buttons 23 in the car. Pilot valve 51. having been opened, the fluid under pressure will flow through the pipe 32 to the chamber 54 of the valve 10 and effect a movement of the valve 60' to its openpos'ition. The valve 9 at thistime is in the position shown in Fig. 1, and so also at stop valve V. The opening'of the valve i 50 establishes connection between the cylinder 1 and the exhaust pipe 53. The car may therefore descend in a well known manner until the pin 10,0 strikes the fork or butterfly 5 101 todisconnect the wires 112 and 113 and thus efiect a deenergization of the magnet 26. The pilotvalve 51 will thereupon be 4 closed by reason of gravity acting on its moving parts, and the constant pressure su ply from the pipe 56' will eliect a return 0 thevalve 60 slowly to its normal or closed position, thus stopping the car at the desired landing. If the car arrivesat the lowermost landing, it will operate the switch which 15 also cuts off current from the magnet 26 and effects the stopping of the car in the same manner. If the lower stop button B is actuatecl, the valve 68 will be moved downwardly to automatically cut off the exhaust flow from --the cylinder 1 to the exhaust pipe 53, and

thus stop the car. It will be noticed that the valve 10 is also provided with a small check valve 62 so that the valve 60tma be 0 ened quickly, and therefore the car w be to start downwardly ,quickly, and to close slowly'so that the car will stop gradually.

It 1s one of-the especial objects of my invention, howeve r, to provide means .for positively holding the car in a desired position, 80 as at a landing, so that there may be no settling and consequent derangement of the cirwits and connections of the ush-button 'system. This I deem a valuab e feature of my invention as I have found electric pushbutton plunger elevator systems im racticablelbyreasionof the movement of t e car away from the landing due to leakage of the motor fluid from: the plunger cylinder and;

' the consequent irregular stop in of the car 40 near other landin I have 1% instance illustrated the braeap aratus disclosed and claimed inmy Patent 0. 810,404, granted January 23,. 1906, for an improvement retardingdevicesfor plungerelevators, but I to be limited to. any articular gbrakeapparameta; that. any hold consonant with thefclaims hereto appended. Furthermore, so-farss this-particular feature tem of automatic push-button control than that illustrated may be usedin combination with brake apparatus for the plunger.

. Referring to Figs. 1, 6,7, .and 8, it will be seen that a hydraulic motor 133 is connected by means of the pipes 135and 136 with the: pipes 31 and.3'2, respectively. The motor .133 is secured to the cylinder head H as by means of a bracket 132, and the pistonrod 13.7 is connected by the link 138 to the brake lever 13.9. Rigidly mounted on the'cylinder head an inwardly extending bearing 141 on which is pivoted the cam 140. The brake or gripping device, comprises two brake shoes 143, l'43,'which fare pivoted to'a fixed owed and pressure exerted on the plunger to move the car upwardly. Any suction produced :by the piston 149 during this operatlon w1ll wish it'tobennderstoed that I do not desire v valve. 51 isopen at this time.

movement of the pistons, air vents 150 and mg meansimay be used,'- .152. areprovided for the chambers 155 and 154, respectively, above the pistons 149 and of my mvention-isconcerned, any other.sys'-' support at 144 and between their extensions 146, 146, ismounted a spring 145 to automatically move the shoesiout of engagement with the. plunger when thebrake-applying device is released. The other ends of the shoes 143, 143, are also provided with .extended portions 142, 142, to form jaws wh ch cross each other at 153. v The cam 140 being pivoted between these jaws is adapted to engage therewith to positively apply the brake shoes to the plunger when the 'motor 133 moves the brake-leve'r'139 to substantially horizontal position as indicated in Fig. 1.

The motor shown in section in Fig. 6 comprises three pistons 147, 148, and 149, the first-named being of smaller area than the latter :two which are of substantially the same area. A partition 151 divides the cylinder into two chambers 154 and 155, the pistons 147. and 148 moving in the former,

and the piston 149 moving in the latter.

Assuming that a'push-button is operated to start the car upwardly, the pilot valve 51' I is operated to admit fluid underpressu're to the pipe 31 as heretofore explained. This fluid pressure will be transmitted through the pipe 135 to the chamber 154 beneath the piston 148, as well asto the chamber 54 above the piston 55. A constant fluid pressure acts throughthe pipe 134 to'produce a differential action on the'pistons 147 and 148 'tending to move the same downwardly.

When the fluid pressure is exerted on the under side of.the piston 148 from the p1pe 135., the piston-rod 137 will be forced upwardly to rotate the brake-lever 139 sufficiently to release the brake and permit the spring 145- to move the brake shoes out of engagement with the plunger. At substantially the sametime the valve 9 1s open-ed have no effect as the exhaust port in. the

To allow free When the:car approaches the designated landing and the pilot valve 51 is closed, the

pressure in the pipe 135 is consequently cut off and the exhaust port in said valve opened. This. results in the constant fluid pressure from the pipe 134 by differential-action on 'the piston 148, moving the piston-rod 137,

link 138, lever 139, and cam 140 to their. nor-- mal positions. In other words, when the push-button system tends to automatically stopthe ear at the predetermined landin the .cam'140 will be actuated to posltrve' y apply the brake to the plunger to retard the motion of the plunger in assisting to stop the car and also hold the car stationa adjacent the desired floor orsubstantia y'level therewith, until it is desired to again operate the car.

When a push-button is operated, to allow the car to descend, the pilot valve 51 will be operated and fluid pressure exerted from the pipe 27 through the pipe 32 to the chamber 54 as before explained, and also through'the pipe 136 to the chamber 155 beneath the piston 149. The piston rod 137 will thus be moved upwardly to release the brake apparatus at substantially the same time that the valve 10 is operated to open the cylinder exhaust, and when the car approaches the desired floor and the exhaust valve 10 is gradually closed, the brake will be gradually and positively applied to retard the plunger and old the car stationary after coming to a stop.

Obviously various modifications in the details and arrangement of parts may be made by those skilled in the art without de arting from theprinciples of my invention, and I desire therefore not to be limited to the precise constructionherein disclosed.

Having thus described my, invention, what I claim and desire to have protected by Letters Patent of the United States is t- 1. In a'hydraulicelevator, the combination with a plunger and change-valve apparatus, of a retarding device, a fluid pressure motor for operating said retarding device independently of said change-valve apparatus, and a single device for controlling both the change-valve apparatus and the said motor.

2. In a hydraulic elevator, the combina tion with a plun er and change-valve apparatus, of a retar ing device, a fluid. pressure motor for operating said retarding device,

and a plurality of pilot valves each controlling the operation of both the motor and the change-valve'apparatus.

3. In an elevator, the combination with a car, of a plunger connected thereto, control- I ling apparatus, apush-button electric system for operating said controlling apparatus, and mechanically operated means applied to the plunger for positively holding the car stationary, the means being de endent for its operation upon the said pushutton electric system.

4, In an elevator, the combination with car, of a plunger connected thereto, controlling apparatus, a push-button controlled electric system for operating said controlling apparatus, and means mechanically connected to said controlling ap aratus and associated with said plunger or holding the car in fixed position.

5. The combination with a car, a plunger and operating apparatus, of hydro-rnechan ical brake mechanism associated with said plunger, and electric circuits and connections to automatically control said operating apparatus and said brake mechanism to cause eoaese said car to start from any position and stop at a predetermined position.

6. In an elevator, the combination with a car, a lunger, a cylinder and valve appara: tus, 0 an automatic push-button controlled system of electric circuits and connections for effecting an automatic stop of said car at a predetermined landing, and a hydraulic brake connected to said valve apparatus and associated with the plungerto positively re- I tard the motion of the car and plunger and hold the same substantially stationary at a landing.

7, In a hydraulic elevator, the combination with a car and a plunger, of a retarding device for such plunger, and hydraulic means controlled from the car or from a landing for rel'easing'said retardin device.

8. Ina hydraulic e evator,

device for such plunger, and hydraulic means within the control of the passenger in thecar or at a landing for releasing and applying such retarding device.

9. In a hydraulic elevator, the combination with a plunger and a car, of a retarding device for the plunger, and automatically controlled hydraulic means for starting and stopping said car and for releasing and applying said retarding device.

* 10. In a hydraulicelevator, the combinaa tionwith a plunger, of a car attached to the plun er, valve apparatus, a retarding device for t e plunger, ahydraulic actuating appliance for said retarding device, and electro-' mechanical means for controlling said valve apparatus and said actuating ap liances.

11. In a hydraulic elevator, t e combination with a plunger, of reversing valve mechanism-for controlling the movement of said plunger, a retarding device for the plunger, a hydraulic motor for operating said retarding device, and electro-mechanical means for effecting the operation of'said reversing valve a paratus and of said motor.

12. n a hydraulic elevator, the combination with a plunger and a car, .of a retarding device for the plunger, a hydraulic motor for operating said retarding device, and electro-mechanical means for controlling the starting, stoppingand 'the reversing of the the cornbina tion with a car and a plunger, of a retarding tion with a plunger and a car, of a brake for said plunger, means for controlling the movement of the car, a hydraulic motor for 3,0- tuating said brake, and electro-mechanical apparatus for effecting the operation of said controlling means and also the operation of said motor to release and apply the brake.

15. In a hydraulic elevator, the combination with a plunger and a car, of a brake for the plunger, a hydraulic motor for operating said brake, reversing valve mechanism for controlling the movements of the car and plunger, pilot valveapparatus for controlling said reversing valve mechanism and said motor, and electric appliances for operating said pilot valve apparatus.

16. In a hydraulic elevator, the combination with a plunger and a car, of a cylinder for said plunger, means for controlling the flow of fluid to or from said cylinder, a brake for the plunger, a hydraulic motor for operatin said brake, ilot mechanism connecte to said control ing means and to said ger, a cam coasting with said jaws to positively apply the same to the plunger, a motor for actuating said cam, and automatic electromechanical appliances for effecting the operation of said motor.

In testimony whereof, I have signed my 11 3.

name to this'specification in the presence of two subscribing witnesses. FLOYD C, FURLOVV. Witnesses:

1 W. W, 'LIGHTHIPE,

W, H. BRADY. 

